Automatic gear shifting mechanism



May 30, 1939. E. G.. HiLl.

AUTOMATIC GEAR SHIFTING MECHANISM Original Filed June 28, 1934 3 Sheets-Sheet 1 INVENTOR Edward @ma QQ,

ATTORN EY May 3o, 1939. E. G. Hu.;

AUTOMATIC GEAR SHIFTING MECHANISM Original Filed June 28, 1954 3 Sheets-Sheet 2 ATTORN EY May 30, 1939 E. G.- HILL AUTOMATIC GEAR SHIFTING MECHANISM s sheets-sheet s Original Filed June 28, 1934 INVENTOR Edward j/'JZL ATTORNEY Patented May 30, 1939 UNITED 'STATES 2,160,331 AUTOMATIC Gm snrr'rmG MECHANISM Edward G. Bill, Richmond, Va., assigner tol-.lill

Engineering Corporation, Richmond, Va., a corporation of Virginia original application June s, 1934, serial No. 732,946.. Divided and this application July 9, 193s, sel-lai No. 89,824 f 13 Claims.

- ly being operated by fluid pressure means. The

majority of -suchdevices, however, are open to the objection that they require manual actuation of suitable control means foreifecting each gear shifting operation. l

16 An important object of the present invention is to provide means for automatically shifting the gears -of a motor vehicle without the use of any control means whichmust be actuated by the A operator of the vehicle whereby gear shifting is 2o accomplished merely through the releasing of the accelerator pedal.

A furtherl object is to provide automatic gear shifting apparatus which changes the gear set between high and intermediate gear upon the re- 25 leasing of the accelerator pedal, 'thus rendering it unnecessary for the operator to manually move the gear shift lever.

A further object is to provide uid pressure operated gear shift means together with control 12;, valve mechanism for such means operative upon each releasing of the accelerator pedal, under certain conditions, for shifting the gear set between high and intermediate gears.

A further object is to provide a power device 555; connected to the vehicle `clutch and controlled by the accelerator for releasing the clutch at each releasing of the accelerator pedal, and to provide means operative upon each actuation of the power device for shifting the vehicle gears.

A further object is to provide a uid pressure cylinder having a piston therein connected to the vehicle gear shift lever and having control valve mechanism forl alternately connecting opposite .ends of the cylinder to a source of diiferential q pressure, and to provide means operative upon the releasing of the accelerator pedal for releasing the clutch and for operating the valve mechanism to` effect the shifting of the lgears.

A further object is to provide automatic control means for a gear shifting device of the character' referred to whereinV automatic shifting from in termediate to high gear takes place upon the re- .leasing of the accelerator pedal regardless of the speed of the motor or vehicle and wherein automatic shifting from high to second gear is prevented from taking place upon the releasing of the accelerator pedal except when the vehicle speed drops to a predetermined point,` whereby the engine may be employed as a brake by releasing the accelerator pedal during normal high gear driving.

A further object is to provide novel means for rendering the automatic gear shifting means inoperative and for maintaining it in inoperative condition to permit the manual movement of I the gear shift lever to low and reverse gears when the apparatus is employed in connectionl with conventional gear shifting mec.

A further object is to provide a gear shifting mechanism having power means for shifting the l gears, together with means for rendering such power means inoperative so as to permit the manual shifting of the gearing.

Other objects and advantages of the invention will become apparent during the course of the 20 following description. Y

In the drawings I have shown one embodiment of the invention. 1,In this showing:

Figure l is a structural diagrammatic representation of the entire mechanismshown associated with portions of the motor vehicle,

Figure 2 is a section on line 2-2 of Figure l,

' Figure 3 is an enlarged fragmentary side elevation of the gear shift -control valve and associated parts,

Figure 4 is a fragmentary side elevation of a clutch control valve mechanism, parts being broken away, r

Figure 5 -is a central vertical sectional view through a valve mechanism for rendering the as gear shifting -means inoperative, parts being shown in elevation,

Figure 6 is a detail sectional view taken sub-- stantially on line 6-6 of Figure 1,

Figure 6a is a fragmentary sectional view show- '4o ing a suitable form of gear shift lever switch, parts being shown in elevation, f

Figure 'I is a central'vertical sectional view through the gear shift control valve mechanism takenonlinel-'IofFigure Figure 8 is a central sectional view through the control valve mechanism taken on line 8-8 of, Figure 3, v A

Figure 9 is a section on line 9-9' of Figure '1,

. and:

mme 1o is a similar vlewon'line lo-lc ofV Figure 7.

' Referring to Figure 1, the numeral I0 indicates the vertical conduit of the intake manifold II of a motor vehicle engine (not shown) and a throt- 4tle valve I2 is mounted inthe conduit I8 and secured to a throttle shaft I3. 'I'he throttle shaft is operated by an arm I4 connected to an acicelerator rod I 5 operated by the usual accelerator pedal (not shown).

The vehicle further includes a conventional clutch (not shown) having an operating shaft I1 on which is freely mounted a conventional clutch pedal I8. 'I'he engine transmits power through the usual transmission indicated as a` the universal supporting means for the gear shift lever and accordingly are open when the gear shift lever is at the intermediate and high gear side, atwhich time the lower end of the gear shift lever will be moved to the left as viewed in Figure 6. The contacts 22 and 23 are in engagement when the gear shift lever is arranged at the low and reverse gear side, for a, purpose to be described.

'I'he clutch shaft I 1 is provided With'an arm 24 rigidly connected thereto. A lug 25 is formed integral with the pedal I8 and is engageable with the arm 24 to disengage the clutch when the pedal I8 is depressedbthe foot of the opcrator. In accordance with the present invention, the clutch is adapted to be disengaged automatically and for this purpose a power device 26 is provided; 'This device may be of any desired type and in the present instance is illustrated as comprising-a pair of casing sections 21 having a diaphragm 28 clamped between the edge portions thereof and operable by differential pressure. A rod 29 is connectedat one end to the diaphragm 28 and a cable or any other suitable means 38 connects the, free end of the rod 29 to the upper end of the arm 24. v l

Suitable control valve mechanism is employed for controlling the operation of the power device 26. Such a control valve mechanism has been designated as a -Whole by the numeral 3i and is preferably of the type disclosed in my prior Patent No. 1,964,693, granted June 26, 1934. It will become apparent that the automatic gear shifting mechanism to be described is not dependent upon the use of any particular form of control valve mechanism for the power device 26, but it is preferred thatl the valve mechanism of the type referred to be employed because of its smoothness and accuracy of operation. With such a device the source of power employed is the vacuum present in the intake manifold, and the valve is provided with a vacuum pipe 32 connected through a T 33 to a. pipe 34, and this pipe is connected to the intake manifold as at 35.

Since the speclc type of control valve 3I is not important, such mechanism has not been i1- lustrated in detail except so far as necessary to ,an understanding of the present invention- Referring to Figure 4, the numerals 38 and 31 designate mainl control valve whichl control communication between the power device and the intake manifold, these valves being operative for controlling communication between the pipe 32 and a pipe 38 leading from the valve mechanism to the power device, asshown in Figure 1. The

Tod 55 is slidablethrollghthe head 54.

pipe 32 is connected to a passage 39 leading to the interior of the valve mechanism 3|, and this passage is adapted to be controlled by a valve l4Il. A solenoid 4I is adapted to be energized to open the valve 40 and to bev deenergized to permit it to drop to closed position. The wires for controlling the solenoid 4I are arranged in a suitable cable 42.

Movementis transmitted to the valve 31 by a stem 43 carrying a head 44at its upper end, as shown in Figure 1. A spring 45 urges the stem 43upwardly to maintain the head 44 in engagement witha cam 46 carried by the throttle shaft I3. The operation of this cam is fully disclosed in my Patent No. 1,964,693, referred to above. It Will be apparent that when the throttle is closed as shown in Figure 1 the stem 43 and valve 31 are depressed to open communication between the power device 26 and the intake manifold, and when the throttle valve is substantially open, the stem 43 is released for upward movement to disconnect the power device 26 from the intake manifold.

The four positions of the gear shift lever of a conventional transmission are well known, the gear shift lever being arranged toward the right for second and high gears and toward thevleft for low and reverse gears. In the normal operation of the prsent invention, the gear shift lever is moved automatically back and forth between second and high gear positions, and accordingly the gear shift lever is normally biased toward the right so that the shifting means need operate only to move thev gear shift lever forwardly and rearwardly to shift between second and high gears., Referring to Figure 6, the numeral 41 designates a stud carried by the gear shift lever 28 beneath its point of universal mounting within the vertical extension 2| of the transmission housing. A light coil spring 48 has one end arranged over the stud 41 and the other end of this spring is arranged in a recess 49 formed in a screw plug 5U threaded in the side of the extension 2l. Accordingly it will be apparent that the spring 48 tends to urge the lower end of the gear shift lever 20 toward the left, and thus urges the upper end of the gear shift lever toward the right, that is, toward the intermediate and high gear side. As stated, the spring 48 of slight tension and does not interfere with the manual movement of the gear shift lever to low and reverse gear positions.

Referring to Figure 1, the numeral 5I designates a power device operative for shifting the lever 20. As shown, this power device comprises a cylinder 52 having heads 53 and 54, and a piston A piston 56 is connected to the piston rod 55 and is eciprocable in the cylinder .52. While the power device 5I has been illustrated as being of the cylinder and piston type, it will be apparent that any suitable power device may be employed. A yoke 51 is secured to the gear shift lever preferably close to the floor boards of the vehicle body and the rear end of the piston rod 55 is e021-, I nected to the yoke '51 as at 58. This connection ispreferably of the type of a ball and socket joint although the piston rod 55 possesses suillcient resiliency to take care of alterations in the position of the yoke 51 with respect to the axis of the cylinder 5I when the gear-,shift lever is moved to dierent positions. f

A control valve mechanism illustrated as a Whole by the numeral 59 is adapted to. control the operation of the power device 6I. The valve mechanism 59 is provided with a vacuum connection 60,v and vacuum lines 6| and 62 communicate'with opposite ends of the cylinder 52 in a manner to be described. The vacuum connection 60 may lead to a check valve indicated as a whole by the numeral 63, and illustrated in detail in Figure 2. The check valve comprises a hollow body 64 divided at one end by a partition 65 having a valve seat 66 formed therein. The pipe 60 communicates with one end of the valve body 64 and is connected thereto by a suitable union 61. A pipe 68 is connected to the other end of the valve body 64 by a union 69, and the other end of the pipe 68 is connected to the pipe 38 by a T 10.

A poppet valve 1| is engageable with the valve seat 66, as shown in Figure 2. This valve is carried by a stem 12 slidable in a guide 13 formed Within the Valve body 64. A spring '11|` urges the valve 1| toclosed position. Upon the creation of a partial vacuum in the pipe 68, the valve 1| will be unseated to connect the vacuum to the valve mechanism 59, and upon an increase inr pressure in the pipe 68, the valve 1| closes. As will become apparent, the purpose of the check valve device just described is to insure disengagement of the clutch prior to the shifting of the gears, as will become apparent. Y The valve mechanism mechanism 59 includes a body 15 having a cylindrical Valve recess 16 therein, Iand the valve body is closed by a cover plate 11. A valve shaft 18 is journaled in the valve body and valve cover as shown in Figures 7 and 8. A valve 19 is rotatable in the recess 16 and is keyed to the valve shaft as at 80. The valve 19 is provided in opposite'faces with annular ports 8| and 82 respectively. The port 82 communicates with an annular port 83 formed in the valve body and the port 83 communicates with the atmosphere through a radial port 84, as shown in Figure 8. A strainer 85 of any suitable type may be connected to the port 89 to prevent the entrance of foreign material into the valve body 59. At diametrically opposite points, the edge portion of the valve 19 is provided with radial ports 86 and 81 communicating with the annular port 82 for a purpose to be described.

The valve body 59 is provided with a pair of transverse ports 88 and 99. These ports are identical with. each. other and are preferably arranged ninety degrees apart as shown in Figure 9. Each of the ports 88 andV 89 communicates with the valve recess 16 and extends across the outer face of the valve. Radial parts 90 and 9| are formed in the valve 19 at diametrically opposite points, and communicate at their inner ends with the annular port 8|. The pipe 6| communicates with the port 89 of. the valve body and is secured to the cover plate` 11 by aunion 92. The pipe 62 is connected-to the cover plate 11 by a union 93 and communicates with the port S8 formed in the valve body. The vacuum connection 60 alsois connected to the cover plate 11 by a union 94 and communicates with the annular passage 8| as shown in Figure 8.

The valve mechanism just described is operative automatically upon each actuation of the yclutch operating power device 25,' and accordingly the valve mechanism 59 is supported in proximity tothe clutch operating rod 29. A suitable bracket 95 is secured to a hub portion 96, formed integral with the cover plate 11, by screws 91, and the bracket 95 may be secured to.- any desired stationary portion of the vehicle. At the opposite side of the mechanism, a hub 98 is Idrawings. llindrical and a valve H6 is reciprocable therein.

secured to the shaft 18 by a set screw 99. An annular ange is formed integral with the hub 98 and is provided with four notches |0| in its periphery, arranged ninety degrees apart, as shown in Figure 3. A detent |02 is'engageable 5 in the successive notches |0| to hold the shaft 18 and valve 19 is successive positions, as will become apparent. The upper end of the Adetent |02 projects into a small cylinder |03,'formed integral with the valve housing 15. A screw plug |04 is threaded in the upper end of the cylinder |03 and a compression spring |05 is arranged in the cylinder |03 and operates between the plug |04 and the upper endof the detent |02 to urge the latter downwardly.

The hub 98 is provided with four integral radial spokes |06 and to each of these spokes a nger |01 is pivotally connected as at |08. Coacting shoulders |09 limit the swinging movement of the iingers |01 outwardly from the valve casing 15. A leaf spring ||0 is connected to each spoke |06 as at |I and tends to urge the corresponding finger |04 outwardly.

A solenoid ||2 is secured against the bottom of the valve housing and is provided with an armature H3. This armature is rigidly con'- nected to a substantially rectangular frame ||4 and the fingers |01 are adapted to revolve within the frame H4 out of contact therewith except when the automatic gear shifting device is locked out of operation or when the gear shift lever is arranged at the low and reverse gear side. Under the latter conditions, the solenoid ||2 will be energized and the frame ||4 will operate to swing the fingers |01 inwardly toward the valve housing 15 to render'the valve mechanism 59 inop- 1 erative in aamanner to be described.

lThe vacuum pipesl and 52 lead to a valve housing H5, shown .in detail in Figure 5 of the 'I'his valve housing is preferably cy- Ports ||1 and H8 extend through the valve H6 and communicate respectively with the pipes 5| and 62 when the valve ||8 is in thenormal position shown in Figure 5. A pipe ||9 communicates at one end with the rear end of the cylinder 52, and at its other end this pipe ||9 is connected to the valve casing 5 in normal communication with the port i1. A similar pipe |28 is connected at one end to the forward end of the cylinder 52, and at its other end, to the valve casing H5', in communication with the port H8.

A lsolenoid |2| is mounted at the upper end of the valve housing ||5 and has an armature' |22 connectedat its lower end to the valve H6. 55 One side of the valve ||6 is provided with a lon'- gitudinal port |23 and when the solenoid |2| is energized, the valve ||6 is moved upwardly whereby the port |23 communicates with both of the pipes |9 and |20 and with an atmospheric port |29 extending through the valve casing H5. When the valve ||6 is arranged in such upper or inoperative position, the solid lower end of this valve opposite the port |23 closes the ports leading to the pipes 6| and 62. Under such conditions, it will be apparent that both ends of the cylinder 52 will communicate with the atmosphere through pipes ||9 and |20 and ports |23 and |29, whereby the gear shift lever 20 may be operated manually.

As previously stated, each actuation of the power device 26 is adapted to operate the gear shifting valve mechanism 59. Referring to Figlure 3the numeral |25 designates a stud carried standing nger |26, as at |21. A leaf spring |28 is secured at one end to the stud |25 as at |29, and the other end of the spring engages the iingr |26` to tend to swing it about its pivot in a clockwise direction as viewed in Figure 3. A stop member |30, carried .by the stud |25, limits the turning movement of the nger |26. It will be apparent that the finger |26 is free to swing downwardly toward the left as viewed in Figure 3, but is fixed against turning movement toward the right. Movement of the rod 29 upon actuation of the power device 26 causes the finger |26 to engage one of the fingers |01 to rotate the valve shaft 18 through ninety degrees, and when the power device 26 is released for clutch re-engagement, the finger |26 swings downwardly to escape over the next finger |01.

An electrical system f or use in connection with the apparatus is disclosed in Figure 1. The numeral |3| designates the battery of the vehicle or other source of current, and this'battery has one terminal connected to one terminal ofthev solenoid |2| by the wire |32. The other terminal of the battery is grounded as at |33. The other terminal of the solenoid is connected to one end of a wire |34 and this wire forms a part` of several parallel circuits operative for energizing the solenoid |2| for different purposes. A wire |35 is connected between the wire |34 a'nd a button |36 mounted in the gear shift lever knob as shown in Figures 6a. This button may be depressed to electrically engage the gear shift lever, and such lever i's indicated as being grounded at |31. This circuit forms one of the parallel circuits referred to and depression of the button |36 energizes the solenoid |2| to lift the valve ||6, thereby connecting both ends of the cylinder 52 to the atmosphere .whereupon the operator may manually move the gear shift lever to either low or reverse positions.

One end of the wire |38 is connected to the wire |34 and leads to one terminal of the sole-- noid 2. The other terminal of this solenoid is connected by a wire |39 to the binding post 23 carried by the gear set casing. When the contacts 22 and 23 are in engagement with each other, the circuit through the solenoid ||2 is completed through the ground |31 whereupon the solenoid ||2 causes the frame 4 to retract the fingers |01. This operation removes the fingers |01 from the path of travel of the finger |26 to prevent actuation of the clutch operating device from operating the valve mechanism 59. To permit complete manual operation of fthe gear shift lever 20, the circuit .through the solenoid |2| and wires |34 and |38 may be grounded as at |40 by a manually operable switch |4|.

The vehicle is provided with the usual speedometer indicated as a whole by the numeral |42 and a brush |43 is movable in conjunction with the indicating finger (not shown) of the' speedometer. This brush is engageable with a contact |44 whenpthe vehicle is traveling between zero speed and a predetermined vehicle speed. for example, 8 miles vper hour. The cable 42 associated with the. solenoid 4|, houses two 'wires |45 and |46l the latter of which is grounded as at |41. The wire |45 leads to the brush |43, as shown.

, A pair of contacts |48 and |49 is arranged adl jacent the rod or shaft 55, as shown in Figure 1. Thecontact |49 is connected by a wire |50 to the wire |45 'while a wire 5| connects the contact- |49 to the speedometer contact |44. A snap-over switch arm |52 is movable alternately into enswitch in either of its two positions.

gagement with the contacts |46 and |49 and a spring |53 moves past the pivot 4point of the switch |52 at each actuation thereof to hold the A collar |54 is `carried by the shaft 55 and is provided with fingers |56 and |51 engageable with the switch arm |52 to move'it between its two positions. Thelow and reverse gear shift rod of the gear set is indicated by the numeral |56 and this rod is notched as at |59. This notch normally receives the lower end of a vertically sliding pin |60. A pair of switch contacts |6| and |62 is arranged above the pin |60 and these switches are suitably insulated from each other. Whenever the vehicle is placed in low or reverse gear, the pin |60 will be moved upwardly out of the notch |59 and moves the free end of the switch contact |6| into engagement with the switch contact |62. The switch contact |6| is connected by a wire |63 to a wire |64 and the latter wire extends between the wire |32 and the snap-over switch |52. It will be apparent that the wire |63 can be directly connected to the same terminal of the battery as the wire |32, or it may be connected to the switch |52. The switch contacts |6| and |62, however, yare not dependent for their functioning onthe switch |52, as will become apparent. A wire |65 is connected at. one end to the switch contact |62 and at its other end to the wire |50, although it may be connected in the wire |45. In other words, the Awire |65 is in series with the solenoid 4|.

While not at all essential tothe operation of the present invention, means may be vprovided to permit the vehicle under all conditions to free wheel when the accelerator is released. Forthis purpose a switch |66 is engageable with,` a contact |61, the switch being connected to the wire |39 by a wire |66 while the contact |61 is connected by a wire |69 tothe wire |65.

It is desirable to provide means for energizing the solenoid ||2 independently of the gear' set switch with. which it is connected in series and accordingly the wire |63 is connected to the wire |38 as at |10. A Wire |1| leads from the wire |39 to a switch |12. This switch is normally open and is engageable with a contact |13 grounded as at |14.

The operation of the apparatus is'as followsz' Practically every present day motor Avehicle is adapted to start in second gear and this practice is followed generally by a large proportion of motor vehicle drivers. Innormal operation, the present apparatus is adapted to'shift back and forth between'second and high gear positions, and these operations are accomplished automatically merely by releasing the accelerator pedal. The operation of the gears'hifting device 5| is, of course, dependent upon the valve ||6 being in the operative position shown in Figures 1 and 5, that is, with the solenoid |2| deenergized. In Figure 1 the gear shift lever has been illustrated as being in high gear. position with the piston 56 of the gear shifting device and the snap-over switch |52 in corresponding positions.

Assuming that the vehicle is under normal headway, under such'conditions, and traveling at a speed above 8 miles per hour, the brush |43 will occupy a position out of engagement with the contact |44, such as the position shown in Figure 1. y The severalv circuits to the solenoid 4| of the val-ve mechanism -3| will be broken, assuming that'the free wheeling switch |66 is open, and accordingly no operation of the various parts can take place. In this connection it will be noted that the circuit through contact |46 will be broken since the switch |52 will be in engagement with the contact |49, and the circuit through the latter contact will be broken at the speedometer l when the vehicle is traveling in high gear above the predetermined speed at which the speedometer switch |43 is closed, the accelerator may. be released and the engine employed as a brake without affecting the clutch or gear shifting mechanisms. Assuming that the vehicle speed drops to the point at' which the speedometer switch |43 will be closed, for example,.at approximately 8 miles per hour, the solenoid 4| will become energized through wires |32, |64, switch |52 and contact |49, wire |5| and the speedometer switch, through wire |45 and the solenoid 4|,

and thence back to the source of current through wire |46 and grounds |41 and |33. This operation will not aect the clutch or gear shifting mechanism, however, unless the accelerator pedal is completelysreleased, since vafter the solenoid 46 is thus opened, the actuation of the power device 26 is dependent upon the actuation of the valve stem 43 by the throttle cam 46. s

When the vehicle speed drops to the predetered point referred to and the operator then releases the accelerator pedal, the valve mechanism 3| will operate in accordance with the disclosure in my prior Patent No. 1,964,693, previously referred to, and a. partial vacuum will be established inthe power device 26 to disengage the clutch. Under the conditions being considered, the gear shift lever is in high gear position, under which conditions the valve mechanism 59 will-be in the condition illustrated in Figures 7, 8 and9, the annular vacuum port 6| communieating with the pipe 6| leading to the rear end of the cylinder 52. At the same time, the annular air port 62 will be in communication with the pipe 62, as shown in Figure 8, leading to the forward end of the cylinder 52. The actuation ofthe power device 26 pulls the rod 29 forwardly to disengage the clutch, and this movement carries the finger |26 forwardly into engagement with one of the valve operating ilngers |01. When the clutch reaches fully disengaged posif tion, the nge |26 will occupy the dotted line positionshown in Figure 3 at which time the positions of the valves in the-valve mechanism 59 will be reversed, the port 9| moving into regis-f tration with the port 66 while the atmospheric port 66 will move into registration with the port 69.. Under such conditions, the rear en d of the cylinder 52 is ready to be connected to the atmosphere and the forward end of the cylinder is reacLv to be connected to the source of partial vacuum.

' It will be apparent that the initial rearward movement of the diaphragm 26 as clutch disengagement starts, takes place with the valve mechanism in the.position rst described and it is necessary to prevent actuation of the piston 56 until the clutch has been fully disengaged.

condition is taken care of by the valve mechanism 59. It will be apparent that there can be no change in the relationship of the ports of the valve mechanism 59 until the clutch'has beenV substantially fully disengaged since it is necessary for the actuating finger |26 to move forwardly substantially to the dotted line position shown in Figure 3 before the change in the relationship of the ports of the valve mechanism 59 can take place. As the finger |26 moves rearwardly from the position shown in Figure 3 to the position where it engages the nearest finger |61,

vacuum will be maintained in the rear end of the cylinder 52 lto hold the gear shift lever in high gear position. Flnther forward movement of the finger |26 then starts to rotate the valve 19 and initial rotation of this valve disconnects the ports 66 and 96 from the ports 66 and 69. Accordingly both ends of the cylinder 52 will be disconnected from the atmosphere and from the source of vacuum until the valve 19 has been rotated through ninety degrees at which time the clutch will be fully disengaged and gear shifting is ready to take place. i

To further insure against the shifting of the gears prior to the disengagement of the clutch, the check valve device 63 is provided. The valve 1| opens only upon the building up of a substantial difterential pressure on opposite sides thereof, and such pressure is not reached `until the clutch is substantially disengaged. During oper-l ation of the power device 26', therefore, the valve 1| remains closed until the clutch isfully disengaged, whereupon vacuum is communicated between the pipes 66 and 66. .r

The initial turning movementof the fingers |61 raises the detent |62 out of the notch with which it has been in engagement, and when the disk |66 has rotated through ninety degrees together with the valve 19, the vdetent |02 will drop into the next notch |6| to latch the-valve 16 in its next position.' As stated, this action occurs when the clutch has been fully disengaged, and under such conditions, the port 66 will move into registration With the port 6 9-while the port 9| will move into registration with the port 66, whereupon the rear end of the cylinder 52 will be connected to the atmosphereand the forward end of the cylinder will be connected to the .intake manifold through pipes 26 and 62, ports 66, 9|

and 6|, .and thence by means of pipe 66 which is connected to the conduit 36. With the clutch thus held in disengaged position, the dierential pressure on opposite sides of the piston 56 moves this piston forwardly, thus moving the gear shift lever 26 into intermediate gear position. In this connection, attention is invited to the fact that the spring'46 (see Figure 6) normally biases the gear shift lever 26 toward the right, and in the absence of any manual control of the gear shift lever 26,'. the latter is always in position to be moved back and forth between second and high gear positions.

When the piston' 56 moves forwardly to move the gear shift lever 26 to intermediate gear position, the last portion of the movement of the piston rod 55 causes the linger |56 to engage the switch arm |52 thus moving it toward kthe left as .viewed in Figure'l until the spring |53 passes th'epivot axis of the switch arm |52,A whereupon this arm snaps over into engagement with the contact |46. This action causes the establishment of a circuit through wire,|56 in parallel to the wire |5| throughwhich the solenoid 4| has been. previously energized, and the partial` circuit referred vto shunts around the speedometer switch |43. Thus this switch is rendered ineiective for parent that any releasing of the accelerator-pedalv controlling the solenoid 4| and the latter rema energized as long as the vehicle is in second gear. A s. a result yof this operation it will become apwhenwthe vehicleA is in intermediate gear will eil'ect' declutching regardless of vehicle speed since the solenoid valve will remain open to permit actuationrof the power device to becontrolled entirely Aby the operation. of the accelerator through he controlvalves 36 and 31.

From t e foregoing it will be apparent that with the vehicle traveling in high gear and the accelerator released, automatic declutching will be effected when the vehicle speed drops. 'below a predetermined pint, for example at 8 miles per hour, and-the gear shift. lever will be automatically moved to second gear position. If the op erator then depresses the accelerator, regardless of whether the vehicle comes to a complete stop,

'the gear shift lever willbe in second gear posi'- tion, andthe control valve mechanism will release the power device 26 to permit reengagement ofl the clutch. This operation takes place in accordancewith the operation of the particular valve finger |26 escapes over the fingerV |01 and then returns to normal position, after which the fin-` ger |26 continues to move toward the right until:

it reaches the -solid line position shown in Figure 3.` At thistime the clutch will be fully engaged.

The continued depression of the accelerator" pedal after the clutch has become fully engaged will increase vehicle speed to the desired extent, and as previously stated, the engagement of the snap-over switch |52 with the contact |30 main-v tains' the solenoid 4| energized as long as the. gear shift lever is in second gear position. Ac,

cordingl'y thereleasing of the accelerator pedal when the vehicleis in second gear yreleases theA clutch regardless oi vehicle speed. In other words, under jsuch conditions, the power device 26 is controlled wholly by the valves 36 andv 31,`

and the power device I26 will/be connected to the intake manifold promptly upon the releasing .of the accelerator pedal.

The releasing of the accelerator thus eects.

declutching and the actuation of the power device 26 again reverses the position ofthe ports of the valve 19 since inwardjmovement of the shaft 29 causes the iinger |26 to again engage the next linger |01 to' move the valve 19 throught a quarter turn. 'I'heyprevious actuation of the power device 26 will have moved the valve 19 ninety degrees from the position shown in Figure 9, and the second actuation of this power devices moves the valve 19 another ninety degrees, the vturning movement of the valve being clockwise as viewed in Figure 9. Under such conditions the port 9| previously in'registration with thel port .00, -will be moved into registration 'with the port 09. The port 06 previously in engagement with the port 09 will be moved out of registration therewith, andthe other atmospheric port r01 will be'moved into registration-'with the port 08. 'I'his operation connects the rear end of the cylinder ."2` to the source of vacuum,

thus moving the gear shift lever 20 to high gear position. For the reasons previously described, the actuation of the gear shift lever cannot take place until the clutch has been comp1etely.dis engaged. l I

From the foregoing it will be apparent that the present apparatus provides automatic gear shift-v ing from second to high gear at any vehicle speed whenever the accelerator is released, and that it provides automatic shifting from high to second gear upon the releasing of the accelerator pedal only when the vehicle speed drops to a predetermined point. 'I'hus in the normal operation of the vehicle at speeds above any desired predetermined speed, such as 8 miles per hour, the accelerator pedal 'may be repeatedly released without affecting the clutch o r gear shiftingf` mechanism. When the shift mechanism moves the gear shift lever to second gear position, it remains in such position regardless of whether the vehicle merely slows down or completely stops, unless the ignition switch is turned olf, under Which'conditions the clutch, which has been previously held disengaged, will be engaged. When the engine is subsequently started, de-clutching normally would move the valve 19 through an additional ninety degrees of movement which would cause the gear shift lever to be moved to high gear position. This obviously is undesirable in starting the vehicle from a standstill. For this reason the switch |12 is provided.

It will be apparent that whenever the vehicle is brought to a stop after traveling in high gear l" the gear shift mechanism will remain in second hold the switch |12 in closed position until the engine has been started. The closing of the switch |12 closes a circuit from the battery |3| through wires |32, |60, |63 and |30, through the solenoid |2, and thence through wires |33 and |1|, switch |12 and contact |13, and back to the source through grounds |13 and |33. '111e energization of the solenoid ||2 causes the frame ||4 to move the two lower fingers |01 out of the path of travel of the finger |20 and when the clutch is disengaged upon the starting of the vehicle engine, the valve 10 will not be affected and will remain in second gear position ready for the vehicle to start. As soon as the engine has been started, the switch |12 may be released to restore the normal condition of the fingers |01.

AOf course, it is desirable to provide means for permitting the operator to move the gearshift lever to low and reverse gear positions. The present apparatus is adapted to operate automatically for shifting between second and high gear positions and includes means for permittingA the spring` 40. TheI energirationl of the solenoidA |2| moves the'valve ||6 upwardly to connect both ends of the cylinder 6| to the atmosphere through pipes ||9 and |20, and ports |23 and |20. :While holding thebutton |36 depressed, .the operator is free to move the gear shift lever out In this connection it will v of second or high gear as the case may be, and

` toward the left, whether in neutral, low or reverse will be brought into engagement with each other.

, The operation referred to permits the releasing of the button |36 and provides a holding circuit for the solenoid I2 At the same time the valve J.mechanism 59 is rendered inoperative to prevent the clutch from controlling the shifting of the gears. When the contacts 22 and 23 are brought into engagement with each other, a circuit is vcompleted from the source |3| through the solenoid |2|, wires |34 and |38, solenoid ||2 and wire |39, and thence across contacts 22 and 23, the yformer being grounded on the gear shift lever 20 to complete the circuit to the source. Thus, as long as the gear shift lever is arranged gear position, a circuit will be maintained in the manner described to hold the valve ||6 in inoperative position to prevent the cylinder 52 from being connected to the source of vacuum so that the gear shift lever will remain in either low or reverse gear position when placed in such position.

At the same time, the solenoid 2 will be energized to retract the frame H4 and thus move the lower fingers |67 out of the path of travel of the nger |26. Thus, if the ignitionswitch is not turned oi, the vehicle may be stopped with the gear shift lever in second gear position, whereupon either rst or reverse gear, or both, may be utilized without changing the condition of the valve mechanism 56. Accordingly when it is desired to again start the vehicle forwardly in high gear, it merely is necessary for the operator to move the gear shift lever to neutral position andthen release it. Of course, prior to moving the gear shift lever out of low or reverse gear, the accelerator will have been released thus effecting declutching in the manner described, and such declutching will not have affected the position of the valve 't9 since the Angers dill will be held out of the path of travel of the nger |26. The releasing of the gear shift lever permits it to move toward the right under the influence of the spring 48, and when the circuit is broken 'between the contacts 22 and 23, the fingers |67 willbe released due to the deenergization of the solenoid H2. At the same time, the solenoid |2| also will be deenergized to drop the valve |6, and the valve 'i6 being in the proper position for such purpose, vacuum will be communicated to the forward" end of the cylinder 52 to move the gear shift lever to second gear position.

In the event the gear shift lever should not brings the clutch into operative engagement While the releasing of the accelerator again actua'tcs the power device 26 to release the clutch and move the valve 'I9 one step as is necessary to place the valve mechanism referred to in the proper position to move the gear shift lever to second gear position.v 'Ihe releasing of the switch 4| then drops the valve I6, whereupon the forward end of the cylinder 52 will be connected to the source of'vacuum to move the gear shift lever into second gear position.

From the foregoing it will be apparent that de-clutching will occur whenever the accelerator l pedal is released with the gear shift lever in second gear position, regardless of engine speed, and that de-clutching will occur in high gear upon the releasing of the accelerator pedal only when the Vehicle speed is suiiciently low to close the circuit between the brush |43 and Contact |44. The system also is operative for de-clutrnng under all conditions upon the releasing of the accelerator pedal when the vehicle is in low or direction, when the vehicle is in low or reverse gear, moves the plunger |60 upwardly to close the circuit between contacts |6| and |62. Under such conditions current flows from the source through wires |32, |64 and |63, across contacts |6| and |62, through wires |65, |50 and |65, and thence through the solenoid 6| and wire |46, and back to the source through grounds |47 and |33. Thus the solenoid 4| remains energized to Vhold the valve d0 in open position as long as the gear shift lever is in lower reverse gear positions, and the clutch control power device 26 will be controlled wholly by the valves 36 and 31 which are operated by the accelerator.

The device is also operative for/full free wheeling in high gear, regardless of vehicle speed Without actuating the gear shifting device. This is accomplished when the vehicle is in high gear by closing the switch |66. The closing of this switch completes a circuit from the source through wires |32,' |66, |63 and |38, through the solenoid H2, thence through wires |39 and |66, switch |66, wires |69, |56 and |65, and thence through the solenoid 6| and wire |66, and back to the source through grounds |57 'and |33. Completion of 'this circuit holds the solenoid valve in open position to permit de-clutching at each releasing of the accelerator pedal. At the same time, the solenoid ||2 will be maintained energized to hold the fingers |61 out of the path of travel of the nger |26, and accordingly the clutch may be repeatedly disengaged by the power device 26 without affecting the valve mechanism 59, and the latter will remain in high gear position. A The gear shifting mechanism is not dependen for its use on any particular type of valve mechanism 3|, but it is preferred that the form of valve mechanism disclosed in my Patent No. 1,964,693, previously referred to, be employed. Such valve mechanism possesses advantages for use in gear shifting and free wheeling and among its other characteristics, it provides a progressively releasing of the vclutch plate pressure upon the progressive releasing of the accelerator pedal so as to permit rapid. clutch disengagement when the accelerator is completely released. In this connection, attention is invited to Figure 3 wherein it will be apparent that the nger |26 is adapted to partake of substantial movement before engaging the adjacent ilnger |61, and the partial actuation of the power device 26 to progressively release the clutch plate pressure is permittedfor actuating the valve mechanism 59'. 'Ihe portion of the movement of the nger |26 which takes Shifting of the rod |58 in either Vpresent apparatus takes care of numerous conditions of operation of the motor vehicle clutch'and gear set such as automatic shifting between second and high gears. manual operation of the gear shift lever for low and reverse gears without aecting the shifting mechanism, free wheeling in high gear, etc. 'I'he primary purpose of the apparatus, however, is directed toward the provision of means for shifting between second and high gears, and under normal conditions, a vehicle may be driven in such gears a greater proportion of the time. Moreover, it will be apparent that the driver may accelerate the vehicle to any desired speed in second gear, and the gear shift lever will be moved to high gear position promptly upon the releasing of the acceleration pedal, but after the clutch has been disengaged. It also will be apparent that shifting from high to second gear will not take place in normal conditions when the accelerator is released unless the vehicle speed is dropped to a fairly low point such as 8 miles per hour, this operation being controlled by the speedometer switch |43.

Where the expression source of pressure diierential is employed in the following claims, it .is

understood that this expression denes a source of pressure which is different from that of the atmosphere, either subor super-atmospheric pressure, whereby the connection of the two sides of a differential pressure power device respectively to such source and the atmosphere will effect actuation ofthe power device.

It is to be understood that the form of the invention herewith shown and escribed is to be taken as a preferred example o the same and that various changes in the shape, size and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims. 4

I claim:

l; In a motor vehicle including a clutch and a transmission having a shifting member movable between two positions for transmitting power at different ratios for forward vehicle movement, a power device having a movable member connected to said shifting member, control means for said power device, and means operative upon each disengagement of the vehicle clutch for causing said control means to effect the actuation of said power device to eiIect movement of said shifting member successively between its two positions. i

2. In a motor vehicle including a clutch and a transmission having a shifting member movable between two positions for transmitting power at different ratios for forward vehicle movement, a power device having a movable member connected to said shifting member, control means for said power deviceja power device operative for disengaging the vehicle clutch, and means operative upon each actuation of said last named power device for causing said control means to effect the actuation of said rst named power device to effect movement of said shifting member successively between its two positions.

3. In a motor vehicle including a clutch and la transmission having a shifting .member movab e between two positions in one plane for transmitting power at different ratios for forward vehicle movement, a power device having a reciproof movement of said movable member, and means cating member connected to said shifting member, control means -for said power device, and means operative upon each disengagement vof the clutch for causing said control means to eiect the actuation of said power device to effect move- 5 ment of said shifting member between its two positions.

4. In a motor vehicle including a clutch and a transmission having a shifting member movable between two positions in one plane for transmitting power at different ratios for forward vehicle movement, a power device having a reciprocating member connected to said shifting member, control means for said power device, a power device operation for disengaging the vehicle clutch, 15

and means operative upon each actuation of said operative upon each disengagement of the vehicle clutch for causing said control valve means to alternately connect opposite ends of said power device to a. source of non-atmospheric pressure to effect movement of said shifting member al- 'ternately between its two positions.

vehicle clutch, and means operative upon each actuation of said second named power device i'or causing said control valve means to alternately connect opposite ends of said rst named power device to a source of non-atmospheric pressure to eiect movement of said shifting member alternately between its two positions.

7. In a motor vehicle'including a clutch and a transmission-having a shifting member movable between two positions in one plane for transmitting power at diiferent ratios for forward vehicle movementV and/between two positionsrin a second plane for transmitting power for reverse vehicle movement and for forward vehicle movement at a relatively low speed ratio, means biasing said shifting member to said first named plane, a power device having a movable member connected to said shifting member, control means for said power device, means operative upon each disengagement of the vehicle clutch for causing said control means to effect the actuation of said power device to effect movement of said shifting member successively between its two positions in said .iirst named plane, and manually operable means for rendering said power deviceinoperaable between two positions in one plane for transmitting power at diierent ratios for forward vehicle movement and between two positions in a second plane for transmitting power for reverse vehicle movement and for forward vehicle movement at a relatively low speed ratio, means biasing said shifting member to said rst named plane, a power device having a movable member connected to said shifting member, control means for said power device, a power device operative for disengaging the vehicle clutch, means opera-.

tive upon each actuation of said second named power device for causing said control means to effect the actuation of said first named power device to effect movement of said shifting member successively between its two positions in said rst named plane, and means for rendering said rst named power device inoperative, to release said shifting member for manual movement in said second named plane.

9. In a motor vehicle including a clutch and a transmission having a shifting member movable between two positions in one plane for transmitting power at different ratios for forward vehicle movement and between two positions in a second plane for transmitting power for reverse vehicle movement and for forward vehicle movement at a relatively low speed ratio, means biasing said shifting member to said rst named plane, a differential pressure power device having a reciprocating member connected to said shifting member, control valve means for said power device, means operative upon each disengagement of the vehicle clutch for causing said control means to connect opposite ends of said power device to a source of non-atmospheric pressure to effect movement of said shifting member successively between its two positions in said rst named plane, and means for rendering said power device inoperative, to release said shifting member for manual movement in said second named plane.

10. In a motor vehicle including a clutch and a transmission having a shifting member movable between two positions in one plane for transmitting power at different ratios for forward vehicle movement and between two positions in a second plane for transmitting power for reverse vehicle movement and for forward vehicle movement at a relatively low speed ratio, means biasing 'said shifting member to said rst named plane, a diierential pressure power device having a reciprocating member connected to said shifting member, control valve means for said power device, a differential pressure power device operative `for disengaging the vehicle clutch, means operative upon each actuation of said second named power device for causing said control valve means to alternately connect opposite ends of said first named power device to' a source of nonatmospheric pressure to effect movement of said shifting member successively between the two positions in said rst named plane, and means for rendering said rst named power device inoperative, to release said shifting member for manual movement in said second named plane.

11. Apparatus constructed in accordance with claim 10 wherein the means for rendering said rst named power device inoperative comprises a valve movable to a position connecting both ends of said first named power device to the atmosphere. Y

12. In a motor vehicle including a throttle controlled motor and a transmission having a shifting member movable between two positions for transmitting power at different ratios for forward vehicle movement, a power device having a movable member connected to said shifting member, and control means for said power device operative upon the successive closing ofthe throttle A for causing said power device to move said shifting member alternately between its two posifor transmitting power at different ratios for forshifting member alternately between its two poy sitions.

EDWARD G. HILL.- 

